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Old 11-09-2016, 02:22 PM   #16
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Originally Posted by scirocco14 View Post
I too have found that gluing the sidewalls helps, mostly on the front. My *theory* is that it stiffens the sidewalls of the tire, making the effective spring rate on that wheel higher and causing an understeer condition (if used on the front only) which stabilizes the car when it reaches the cornering limit.

The tire sidewall rolls over in the corner and the glue slides on the carpet. It isn't stiffening the sidewall. Real cars do this as well. We just don't put superglue on them lol.
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Old 11-09-2016, 02:37 PM   #17
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we will see what sweep comes out with for Cleveland champs , but the usgt tire will not change since it's also ran on outdoor tracks
Well Gravity COULD simply make 2 different tires.
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Old 11-09-2016, 03:25 PM   #18
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Is it to let the chassis roll/lean and not lift the inside heels when turning?
It is to make the car roll even more and make it ride on the tires sidewall

Seriously, it's because it will make it less responsive, if the car rolls that much then a bit more of camber gain or higher roll centres would be a better setup direction than gluing sidewall and other voodoo.
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Old 11-09-2016, 03:29 PM   #19
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It is to make the car roll even more and make it ride on the tires sidewall

Seriously, it's because it will make it less responsive, if the car rolls that much then a bit more of camber gain or higher roll centres would be a better setup direction than gluing sidewall and other voodoo.
Gluing the sidewalls is no voodoo. It worked like a charm.
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Old 11-09-2016, 03:40 PM   #20
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Originally Posted by SpeedySST View Post
Gluing the sidewalls is no voodoo. It worked like a charm.
Making the tire not ride on the sidewall would be better, imo, but hey whatever floats your goat right?

Making the car roll less wit higher roll centres would make a spring change guaranteed.

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Originally Posted by scirocco14 View Post
No.

I won't go into a full, detailed engineering explanation but a spring's rate simply controls the amount the suspension deflects under cornering and longitudinal acceleration, and thus the body roll angle. The load on the wheel/tire is a function of static load, lateral g-force, wheel track, and CG. The lower the spring rate, the more the suspension deflects and the chassis rolls more. The higher the spring rate the less the suspension deflects and the chassis rolls less. The actual loads on the wheel/tire are virtually unchanged (for a comparable lateral g-force).

If you want the details, check out the book by Milliken & Milliken on Race Car Vehicle Dynamics. It is the bible of race car chassis engineering and analysis. It's only about 800 pages and chock full of complex mathematics...
Tune to Win and Engineer to Win, maybe even Race to Win are also a recommended read preferably before RCVD if you want to retain some sanity.
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Old 11-09-2016, 05:44 PM   #21
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Im pretty sure goats dont float. Boats, however, do.
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Old 11-09-2016, 06:42 PM   #22
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Originally Posted by 30Tooth View Post
Making the tire not ride on the sidewall would be better, imo, but hey whatever floats your goat right?

Making the car roll less wit higher roll centres would make a spring change guaranteed.



Tune to Win and Engineer to Win, maybe even Race to Win are also a recommended read preferably before RCVD if you want to retain some sanity.
Carroll Smith's books are great, I've had them all for decades. You kind of have to take his word for a lot of his observations though. Milliken & Milliken work you through the math to prove it.

Mark
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Old 11-10-2016, 12:50 AM   #23
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Im pretty sure goats dont float. Boats, however, do.





@Mark. Agreed, both have a place in a racers book shelf.

Last edited by 30Tooth; 11-10-2016 at 02:24 PM.
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